GT is one of the few global manufacturers to produce a full-susser at this price – complete with the brand's distinctive Independent Drivetrain suspension. It’s definitely cruisy not crazy in character though, and what you save in money you gain in weight.
No suspension short-selling
GT hasn’t simplified its suspension system to hit a price point, as on some other bikes we’ve tested recently. That’s even more impressive because the I-Drive layout is one of the most complicated around.
A central subsection carrying the bottom bracket (BB) is connected to the front end by a linkage and a central pivot. The rear swingarm then hinges off a high pivot on the mainframe and another pivot on the BB section, with the short-stroke shock driven off the top corner. What that does to the ride we’ll deal with later, but despite its complexity it’s proved an impressively tough system on long-term test bikes.
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The I-Drive system has proved tough and delivers excellent traction when climbing
There’s a lot of neat detailing elsewhere on the alloy frame, including hollow-backed dropouts and swingarm segments, clamped bearings for simple (eventual) replacement, and a post-mount brake attachment and external cable/hose routing for easy set-up and servicing, respectively. There’s a reasonable amount of mud space around the Kenda tyres too. The extended top tube syncs with a fashionably short stem, but the head angle is on the steep, XC-friendly side, not slacked out for stability.
Responsive ride, but not a bike in a hurry
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